Transport refrigeration unit with a renewable energy source and method of operation

ABSTRACT

A method of operating a multiple energy source of a transport refrigeration unit determines if the transport refrigeration unit is at idle. The method may then electrically switch a condenser fan motor from an electrical power source to a battery charging circuit. The condenser fan motor may be back-driven via wind blowing through a condenser fan. Electrical power is thereby generated and applied to charge a battery via a battery charging circuit.

CROSS REFERENCE TO RELATED APPLICATIONS

This application claims the benefit of IN Application number201811005337 filed Feb. 13, 2018, which is incorporated herein byreference in its entirety.

BACKGROUND

The present disclosure relates to a transport refrigeration unit (TRU)and, more particularly, to a renewable energy source of the transportrefrigeration unit and method of operation.

Traditional refrigerated cargo trucks or refrigerated tractor trailers,such as those utilized to transport cargo via sea, rail, or road, is atruck, trailer or cargo container, generally defining a cargocompartment, and modified to include a refrigeration system located atone end of the truck, trailer, or cargo container. Refrigeration systemstypically include a compressor, a condenser, an expansion valve, and anevaporator serially connected by refrigerant lines in a closedrefrigerant circuit in accord with known refrigerant vapor compressioncycles. A power unit, such as a combustion engine, drives the compressorof the refrigeration unit, and may be diesel powered, natural gaspowered, or other type of engine. In many tractor trailer transportrefrigeration systems, the compressor is driven by the engine shafteither through a belt drive or by a mechanical shaft-to-shaft link. Inother systems, the engine of the refrigeration unit drives a generatorthat generates electrical power, that in-turn drives the compressor.

When the cargo container is generally stored, and the TRU sits idle forlong periods of time, a battery of the TRU may become drained ordepleted thus hindering the ability to start the TRU when needed.Moreover, and with current environmental trends, improvements intransport refrigeration units are desirable particularly towards aspectsof environmental impact. With environmentally friendly refrigerationunits, improvements in reliability, cost, and weight reduction are alsodesirable.

SUMMARY

A method of operating a multiple energy source of a transportrefrigeration unit according to one, non-limiting, embodiment of thepresent disclosure includes determining the transport refrigeration unitis at idle; electrically switching a condenser fan motor from receivingelectrical power to a battery charging circuit; back-driving thecondenser fan motor via wind blowing through a condenser fan; andgenerating electrical power by the condenser fan motor to charge abattery of the transport refrigeration unit via the battery chargingcircuit.

Additionally to the foregoing embodiment, a controller is configured todetermine if the transport refrigeration unit is at idle.

In the alternative or additionally thereto, in the foregoing embodiment,an electrical relay is controlled by the controller to electricallyswitch the condenser fan motor.

In the alternative or additionally thereto, in the foregoing embodiment,the method includes selecting a wind energy source selection indicativeof the wind energy source, and amongst a plurality of energy sourceselections to charge the battery prior to electrically switching thecondenser fan motor.

In the alternative or additionally thereto, in the foregoing embodiment,the plurality of energy source selections includes a combustion enginegenerator selection indicative of a combustion engine generator forcharging the battery.

In the alternative or additionally thereto, in the foregoing embodiment,the controller includes an energy source selection module and isconfigured to receive a fuel level signal from a fuel level sensor to atleast in-part determine selection between the combustion enginegenerator and the wind energy source.

In the alternative or additionally thereto, in the foregoing embodiment,the selection module is configured not to select the combustion enginegenerator if the fuel level is below a pre-programmed, minimum,threshold.

In the alternative or additionally thereto, in the foregoing embodiment,the plurality of energy source selections includes an external powersource selection indicative of an external power source for charging thebattery.

In the alternative or additionally thereto, in the foregoing embodiment,the plurality of energy source selections includes a solar energy sourceselection indicative of a solar energy source for charging the battery.

In the alternative or additionally thereto, in the foregoing embodiment,the controller includes an energy source selection module configured toreceive a battery charge level signal from a battery charge sensor to atleast in-part determine the selection of the plurality of energy sourceselection.

In the alternative or additionally thereto, in the foregoing embodiment,the energy source selection module is configured not to select thecombustion engine generator selection if the battery is fully charged.

In the alternative or additionally thereto, in the foregoing embodiment,wherein the controller includes an energy source selection moduleconfigured to receive a motion signal indicative of condenser fan motionto at least in-part determine a selection of the plurality of energysource selections.

In the alternative or additionally thereto, in the foregoing embodiment,the method includes selecting one of the plurality of energy sourceselections via a manual selection switch.

In the alternative or additionally thereto, in the foregoing embodiment,the manual selection switch includes an automatic selection positionenabling the an energy source selectin module of the controller toselect one of the plurality of energy source selections base at leastin-part on sensory input.

A method of operating a multiple energy source of a transportrefrigeration unit according to another, non-limiting, embodimentincludes determining if a combustion engine generator is available tocharge a battery by an energy source selection module stored andexecuted by a controller; determining if the transport refrigerationunit is at idle by the energy source selection module if the combustionengine generator is not available; electrically switching a condenserfan motor from receiving electrical power to a battery charging circuitif the transport refrigeration unit is at idle; back-driving thecondenser fan motor via wind blowing through a condenser fan; andgenerating electrical power by the condenser fan motor to charge thebattery of the transport refrigeration unit via the battery chargingcircuit.

A transport refrigeration unit according to another, non-limiting,embodiment includes a battery; a combustion engine generator adapted tocharge the battery; a renewable energy source adapted to charge thebattery; a controller; a fuel level sensor configured to output a fuellevel signal to the controller; and an energy source selection moduleexecuted by the controller and configured to select between thecombustion engine generator and the renewable energy source based atleast in-part on the fuel level signal.

Additionally to the foregoing embodiment, the renewable energy source isa wind energy source.

In the alternative of additionally thereto, in the foregoing embodiment,the wind energy source includes a condenser fan motor and a condenserfan adapted to drive the condenser fan motor when exposed to wind.

In the alternative of additionally thereto, in the foregoing embodiment,the transport refrigeration unit includes a motion sensor configured tooutput a motion signal indicative of rotational motion of the condenserfan, wherein the energy source selection module is configured to utilizethe motion signal when selecting between the combustion engine generatorand the wind energy source.

The foregoing features and elements may be combined in variouscombinations without exclusivity, unless expressly indicated otherwise.These features and elements as well as the operation thereof will becomemore apparent in light of the following description and the accompanyingdrawings. However, it should be understood that the followingdescription and drawings are intended to be exemplary in nature andnon-limiting.

BRIEF DESCRIPTION OF THE DRAWINGS

Various features will become apparent to those skilled in the art fromthe following detailed description of the disclosed non-limitingembodiments. The drawings that accompany the detailed description can bebriefly described as follows:

FIG. 1 is a perspective view of a tractor trailer system having atransport refrigeration unit (TRU) as one, non-limiting, embodiment ofthe present disclosure;

FIG. 2 is a schematic of the TRU;

FIG. 3 is a schematic of a renewable, wind-energy, source of the TRU;

FIG. 4 is a partial schematic of the TRU illustrating a plurality ofenergy sources of the TRU configured to selectively charge a battery;

FIG. 5 is a front view of a manual energy source selection switch of theTRU; and

FIG. 6 is flow chart of a method of operating the TRU.

DETAILED DESCRIPTION

Referring to FIG. 1, a tractor trailer system 20 of the presentdisclosure is illustrated. The tractor trailer system 20 may include atractor or truck 22, a trailer 24, and a transport refrigeration unit(TRU) 26. The tractor 22 may include an operator's compartment or cab 28and a combustion engine 42 which is part of the powertrain or drivesystem of the tractor 22. The trailer 24 may be coupled to the tractor22 and is thus pulled or propelled to desired destinations. The trailermay include a top wall 30, a bottom wall 32 opposed to and space fromthe top wall 30, two side walls 34 spaced from and opposed toone-another, and opposing front and rear walls 36, 38 with the frontwall 36 being closest to the tractor 22. The trailer 24 may furtherinclude doors (not shown) located at the rear wall 38, or any otherwall. Together, the walls 30, 32, 34, 36, 38 define the boundaries of acargo compartment 40. It is further contemplated and understood that thecargo compartment may also be divided into two or more smallercompartments for different temperature cargo requirements.

Referring to FIGS. 1 and 2, the trailer 24 is generally constructed tostore a cargo (not shown) in the compartment 40. The TRU 26 is generallyintegrated into the trailer 24 and may be mounted to the front wall 36.The cargo is maintained at a desired temperature by cooling of thecompartment 40 via the TRU 26 that circulates airflow into and throughthe cargo compartment 40 of the trailer 24. It is further contemplatedand understood that the TRU 26 may be applied to any transport containerand not necessarily those used in tractor trailer systems. Furthermore,the transport container may be the trailer 24. Alternatively, thetransport container may be constructed to be removed from a frameworkand wheels (not shown) of the trailer 24 for alternative shipping means(e.g., marine, rail, flight, and others).

The components of the TRU 26 may include a compressor 58, an electriccompressor motor 60, a condenser 64 that may be air cooled, a condenserfan assembly 66, a receiver 68, a filter dryer 70, a heat exchanger 72,a thermostatic expansion valve 74, an evaporator 76, an evaporator fanassembly 78, a suction modulation valve 80, and a controller 82 that mayinclude a computer-based processor (e.g., microprocessor). Operation ofthe TRU 26 may best be understood by starting at the compressor 58,where the suction gas (i.e., natural refrigerant) enters the compressorat a suction port 84 and is compressed to a higher temperature andpressure. The refrigerant gas is emitted from the compressor 58 at anoutlet port 85 and may then flow into tube(s) 86 of the condenser 64.

Air flowing across a plurality of condenser coil fins (not shown) andthe tubes 86, cools the gas to its saturation temperature. The air flowacross the condenser 64 may be facilitated by one or more fans 88 of thecondenser fan assembly 66. The condenser fans 88 may be driven byrespective condenser fan motors 90 of the fan assembly 66 that may beelectric.

By removing latent heat, the gas within the tubes 86 condenses to a highpressure and high temperature liquid and flows to the receiver 68 thatprovides storage for excess liquid refrigerant during low temperatureoperation. From the receiver 68, the liquid refrigerant may pass througha subcooler heat exchanger 92 of the condenser 64, through thefilter-dryer 70 that keeps the refrigerant clean and dry, then to theheat exchanger 72 that increases the refrigerant subcooling, and finallyto the thermostatic expansion valve 74.

As the liquid refrigerant passes through the orifices of the expansionvalve 74, some of the liquid vaporizes into a gas (i.e., flash gas).Return air from the refrigerated space (i.e., cargo compartment 40)flows over the heat transfer surface of the evaporator 76. As therefrigerant flows through a plurality of tubes 94 of the evaporator 76,the remaining liquid refrigerant absorbs heat from the return air, andin so doing, is vaporized.

The evaporator fan assembly 78 includes one or more evaporator fans 96that may be driven by respective fan motors 98 that may be electric. Theair flow across the evaporator 76 is facilitated by the evaporator fans96. From the evaporator 76, the refrigerant, in vapor form, may thenflow through the suction modulation valve 80, and back to the compressor58. A thermostatic expansion valve bulb sensor 100 may be locatedproximate to an outlet of the evaporator tube 94. The bulb sensor 100 isintended to control the thermostatic expansion valve 74, therebycontrolling refrigerant superheat at an outlet of the evaporator tube94. It is further contemplated and understood that the above generallydescribes a single stage vapor compression system that may be used fornatural refrigerants such as propane and ammonia. Other refrigerantsystems may also be applied that use carbon dioxide (CO2) refrigerant,and that may be a two-stage vapor compression system.

The compressor 58 and the compressor motor 60 may be linked via aninterconnecting drive shaft 102. The compressor 58, the compressor motor60 and the drive shaft 102 may all be sealed within a common housing104. In some embodiments, the compressor motor 60 may be positionedoutside of the compressor housing 104, and therefore the interconnectingdrive shaft 102 may pass through a shaft seal located in the compressorhousing. The compressor 58 may be a single compressor. The singlecompressor may be a two-stage compressor, a scroll-type compressor orother compressors adapted to compress natural refrigerants. The naturalrefrigerant may be CO2, propane, ammonia, or any other naturalrefrigerant that may include a global-warming potential (GWP) of aboutone (1).

Referring to FIGS. 2 and 3, the TRU 26 further includes a multipleenergy source 50 configured to selectively power the compressor motor60, the condenser fan motors 90, the evaporator fan motors 98, thecontroller 82, and other components (i.e., various solenoids and/orsensors) via, for example, electrical conductors 106. The multipleenergy source 50 may include an energy storage device 52, and agenerator 54 mechanically driven by a combustion engine 56 that may bepart of, and dedicated to, the TRU 26. The energy storage device 52 maybe at least one battery. In one embodiment, the battery 52 may beconfigured to provide direct current (DC) electric power to one or bothof the evaporator and condenser fan motors 98, 90, while the generator54 provides electrical power to the compressor motor 60. The electricpower provided to the compressor motor 60 may be alternating current(AC) or DC with the associated configuration of inverters and/orconverters (not shown) typically known in the art. Accordingly, thecompressor motor 60 may be an AC motor or a DC motor. The fan motors 90,98 may be DC motors corresponding to the DC power provided by thebattery 52. In one embodiment, the energy storage device 52 may besecured to the underside of the bottom wall 32 of the trailer 24 (seeFIG. 1). It is further contemplated and understood that other examplesof the energy storage device 52 may include fuel cells, and otherdevices capable of storing and outputting DC power.

The condenser 64 is generally designed for free air flow from theoutside of the cargo compartment 24. That is, outside ambient air may befree to flow over or through the condenser 64 and fans 90, and out thetop and/or the bottom of the TRU 26. Such airflow may be induced by wind(see arrows 105 in FIG. 3), and may occur when the TRU 26 is not in anoperational state and/or the TRU 26 and the cargo container 24 isgenerally sitting idle (e.g., placed in a storage facility, etc.). Whensitting idle, the battery 52 may discharge over time and/or may becomedepleted by providing low amounts of power to parasitic loads over, forexample, extended periods of time. Examples of parasitic loads mayinclude the controller 82 and various sensors. The controller 82 mayfurther include remote systems (e.g., a Telematics system) configured tomaintain a wireless, two-way, communication with a segment of thecontroller 82 that may be local (i.e., proximate to the TRU 26).

Referring to FIG. 3, the multiple energy source 50 may include arenewable energy source 107 (e.g., wind energy source) that may utilizeone or more of the condenser fans 88 and fan motors 90 as generators(i.e., two illustrated in FIG. 2). The condenser fan motors 90 may beinduction motors and may be AC or DC motors (i.e., illustrated as ACmotors). In this embodiment, the condenser fan motors 90 may bedescribed as energy conversion devices because they serve a dual purposeas motors and generators; and, the associated condenser fans 88 may bedescribed as a plurality of airfoils because they serve a dual purposeas fans and turbines.

When the TRU 26 is operating in a normal operating state (i.e.,conditioning air in the cargo compartment), the energy conversion device90 function as a motor and the plurality of airfoils 88 are mechanicallydriven by the motor 90 thus functioning as a fan. When the TRU 26 isgenerally idle and operating in a battery charging state, the pluralityof airfoils 88 function as a turbine that mechanically drives the energyconversion device 90 that acts as a generator. When functioning as agenerator, the energy conversion device 90 produces electrical energythat may charge the battery 52. That is, wind may drive the airfoils 88,and the airfoils 88 may drive the energy conversion device 90 in areverse direction when compared to normal cooling operation of the TRU26.

This renewable, wind-energy, source 107 may be used to conveniently, andcost effectively, charge the battery 52. The renewable, wind-energy,source 107 may include an isolation relay 108, an excitation capacitor,or capacitor bank, 110, and a rectifier 112 that may be, or may be partof, a regulator battery charger. The circuit may be arranged with theisolation relay 108 electrically connected between the motor(s) 90 andthe excitation capacitor bank 110. The capacitor bank 110 may beelectrically connected between the isolation relay 108 and the rectifier112.

When the energy conversion device 90 is being tack-driven' by wind, thedevice generates electricity by using residual magnetism in the motorrotor (not shown) and the excitation capacitor bank 110. In anotherembodiment, a small excitation voltage may be used. That is, a smallvoltage may be applied to excite the magnetic field in the motorwindings thus starting the power generation once there is rotation. Ifthe residual magnetism is used, the self-generated voltage may berelatively small and the capacitor bank 110 may assist in boosting thisvoltage. If the energy conversion device 90 is an AC motor, the AC powergenerated by the back-driven motor, or device, 90 may be rectified bythe rectifier 112 to DC power and used to recharge the battery 52. It isfurther contemplated and understood that the energy conversion device 90may generally be a DC motor capable of generating electricity whenback-driven. In this embodiment, the wind energy source 107 may notrequire the rectifier 112 to charge the battery 52. Instead, a voltageregulator may be used to condition the generated electricity.

The isolation relay 108 may function to keep the normal operating stateof the TRU 26 separate from the wind-energy battery charging state. Morespecifically, the isolation relay 108 may be in a first position (e.g.,open position) when the TRU 26 is in the normal operating state (i.e.,conditioning the air in the cargo compartment), and may be in a secondposition (e.g., closed position) when the TRU is in the battery chargingstate.

Referring again to FIG. 2, the controller 82 may generally control theposition of the relay 108. Alternatively, the relay position may beswitched manually. In another embodiment, the renewable wind-energysource 107 may be independent from the condenser fans 88 and condensermotors 90. For example, wind-energy source 107 may include a dedicatedturbine and a dedicated generator to produce electrical power that maybe used to charge the battery 52 and/or operate other components of theTRU 26, and regardless of whether the TRU 26 is in the normal operatingstate or the battery charging state.

Referring to FIG. 4, another embodiment of the TRU 26 may include thecontroller 82 having a processor 120 (e.g., microprocessor) and anelectronic storage medium 122 that may be computer writeable andreadable. The TRU 26 may further include an energy source selectionmodule 124, the multiple energy source 50 adapted to selectively chargethe battery 52, a manual energy source selection switch 126, and varioussensors configured to generate and send sensory input signals to theprocessor 120 for use by the energy source selection module 124 whenexecuted.

As previously described, the multiple energy source 50 may include thecombustion engine generator 54, an external energy source 128, the windenergy source 107, and other renewable energy sources 130, such as forexample, a solar energy source. The external energy source 128 may beelectric power provide by a local utility company. More specifically,the TRU 26 may be plugged into a power receptacle when the transportcontainer is not in transport (i.e., is in storage).

The manual energy source selection switch 126 may be configured toeffect manual selection of one of the multitude of energy sources 50used to charge the battery 52. In one embodiment, the selection switchmay be selectively, directly, hard wired to the energy sources 54, 107,128, 130. In another example, the energy source selection switch 126 maybe configured to communicate with the energy source selection module124, or a combination thereof.

The energy source selection module 124 may be software-based, may bestored in the electronic storage medium 122, and may be executed by theprocessor 120. The selection module 124 may be configured toautomatically select one or more of the energy sources 54, 107, 128, 130used to charge the battery 52 under a pre-defined, or pre-programmed,set of conditions. Such conditions may include, but are not limited to,the charge level of the battery 52, available fuel for running thecombustion engine 56 used to drive the generator 54, rotational speed ofthe condenser fan 88 when the TRU 26 is at idle, solar intensity of thesun, and any variety of other conditions. Depending upon the currentconditions, the energy source selection module 124 may choose theoptimal and/or most efficient energy source to charge the battery 52.

Example of sensors generally associated with TRU conditions may includea fuel level sensor 132, an ambient light sensor 134 (i.e., solarintensity), a speed sensor 136 indicative of fan or wind speed, abattery charge sensor 138, and others. The sensors 132, 134, 136, 138are configured to send respective sensory signals (see arrows 140, 142,144, 146) to the processor 120 for use by the energy source selectionmodule 124. The energy source selection module 124 may be pre-programmedwith a variety of parameters. For example, parameters may include aminimum fuel level threshold or set point, a minimum speed threshold, aminimum light threshold, and others. The energy source selection module124 may include pre-programmed algorithms used to apply the varioussignals 140, 142, 144, 146 to achieve the most optimal and/or efficientmeans of charging the battery 52.

For example, the fuel level signal 140 received by the module 124 mayindicate of a fuel level that is below the pre-programmed fuel levelthreshold. This low level condition may influence the module 124 not touse the combustion engine generator 54 to charge the battery 52. Inanother example, the ambient light signal 142 received by the module 124may indicate an ambient light condition (i.e., night time, or a cloudyday) that is below a pre-programmed ambient light threshold. This lowlight condition may influence the module 124 not to attempt use of thesolar energy source 130 to charge the battery 52. In another example,the speed signal 144 generated by the speed sensor 144 may indicate awind speed, or fan speed, that is below a pre-programmed speedthreshold. This low speed condition may influence the module 124 not touse the wind energy source 107.

Referring to FIG. 5, the manual energy source selection switch 126 mayinclude a variety of selections and/or positions manual chosen by a userof TRU 26. Such manual selections may generally override use of theenergy source selection module 124 and/or one or more of the parametersand/or sensory input signals 140, 142, 144, 146. The displayedselections may include a generator selection 148, an external sourceenergy selection 150, a wind energy source selection 152, a solar energysource selection 154, an automatic selection 156, and others. Inoperation, when the switch 126 is in the automatic selection 156position, a signal may be sent to the processor 120 that generallyenables operation of the energy source selection module 124 (i.e., or apre-programmed mode of operation), thus applying the pre-programmedthresholds and parameters factors. When the switch 126 is in any one ofthe other selections, or positions, 148, 150, 152, 154, the associated,respective, energy source 54, 128, 107, 130 may be applied to charge thebattery 52 regardless of what any number of the conditions and/orparameters may be. In one embodiment, the selections 148, 150, 152, 154may be applied by the energy source selection module 124 in the form ofrespective command signals (see arrows 148C, 150C, 152C, 154C in FIG.4).

Referring to FIG. 6, a method of operating the TRU to charge the battery52 is illustrated. At block 200, the method is generally started. Atblock 202, the module 124 may determine if the manual switch 126 isgenerally in-use, or selected. If yes, and at block 204, the manualswitch 126 generally assumes manual control or selection relative tocharging the battery 52. If no, and at block 206, the module 124 mayutilize a listing of the multitude of energy sources 54, 107, 128, 130.

Generally from the listing, and at block 208, the module 124 maydetermine if the external energy source 128 is. If yes and at block 204,the external energy source 128 provide the power to charge the battery52.

If no and at block 210, the module 124 may determine if the combustionengine generator 54 is available. If yes and at block 212, the module124, via the fuel level signal 140, may determine if the fuel level isbelow the pre-programmed threshold. If yes and at block 214, thegenerator 54 is not used to charge the battery 52, and the operatinglogic loops back to block 200. If no and at block 204, the generator 54charges the battery 52.

If the combustion engine generator 54 is determined not to be availableby the module 124, and at block 216, the module 124 may determine if arenewable energy source 107, 130 is available. If no, the control logicreturns to block 200. If yes and at block 218, the module 124 maydetermine if the TRU 26 is in idle. If yes and at block 220, the module124 may send a command signal to the relay 108 of the wind energy source107 that switches from electrical power being supplied to the condenserfan motor 90 to a battery charging circuit 111 of the wind energy source107. At block 222, the module 124 may retrieve a battery charge status.At block 224, the module 124 may determine if the battery is fullycharged. If no and at block 204, the wind energy source 107 may chargethe battery 52. If yes and at block 226, the module 124 may not make anyselection and returns to block 200.

Referring back to block 218, and if the TRU 26 is not at idle, thecontrol logic may proceed to block 228. At block 228 and block 230, themodule 124 may determine what other renewable energy sources (e.g.,solar energy source 130) are available. If none, the control logic mayreturn to block 200. If, for example, more than one renewable energysource is available, and at block 232, the module 124 may determinewhich renewable energy source is capable of produces the most power viasensory signals, choose the appropriate source, and proceed to block222.

It is contemplated and understood that the order and/or priority ofsteps described above may be changed. For example, availability of theexternal power source 128 may not have priority over the generator 54and/or the renewable energy sources.

Benefits and advantages of the present disclosure includes an efficient,cost effective, and convenient means to charge a battery of a TRU. Bymaintaining a charged battery, robustness of the TRU and startingconfidence is improved, and service calls are minimized.

While the present disclosure is described with reference to the figures,it will be understood by those skilled in the art that various changesmay be made and equivalents may be substituted without departing fromthe spirit and scope of the present disclosure. In addition, variousmodifications may be applied to adapt the teachings of the presentdisclosure to particular situations, applications, and/or materials,without departing from the essential scope thereof. The presentdisclosure is thus not limited to the particular examples disclosedherein, but includes all embodiments falling within the scope of theappended claims.

What is claimed is:
 1. A method of operating a multiple energy source ofa transport refrigeration unit comprising: determining the transportrefrigeration unit is at idle; electrically switching a condenser fanmotor from receiving electrical power to a battery charging circuit;back-driving the condenser fan motor via wind blowing through acondenser fan; and generating electrical power by the condenser fanmotor to charge a battery of the transport refrigeration unit via thebattery charging circuit.
 2. The method set forth in claim 1, wherein acontroller is configured to determine if the transport refrigerationunit is at idle.
 3. The method set forth in claim 2, wherein anelectrical relay is controlled by the controller to electrically switchthe condenser fan motor.
 4. The method set forth in claim 1, furthercomprising: selecting a wind energy source selection indicative of thewind energy source, and amongst a plurality of energy source selectionsto charge the battery prior to electrically switching the condenser fanmotor.
 5. The method set forth in claim 4, wherein the plurality ofenergy source selections includes a combustion engine generatorselection indicative of a combustion engine generator for charging thebattery.
 6. The method set forth in claim 5, wherein the controllerincludes an energy source selection module and is configured to receivea fuel level signal from a fuel level sensor to at least in-partdetermine selection between the combustion engine generator and the windenergy source.
 7. The method set forth in claim 6, wherein the selectionmodule is configured not to select the combustion engine generator ifthe fuel level is below a pre-programmed, minimum, threshold.
 8. Themethod set forth in claim 4, wherein the plurality of energy sourceselections includes an external power source selection indicative of anexternal power source for charging the battery.
 9. The method set forthin claim 4, wherein the plurality of energy source selections includes asolar energy source selection indicative of a solar energy source forcharging the battery.
 10. The method set forth in claim 4, wherein thecontroller includes an energy source selection module configured toreceive a battery charge level signal from a battery charge sensor to atleast in-part determine the selection of the plurality of energy sourceselection.
 11. The method set forth in claim 10, wherein the energysource selection module is configured not to select the combustionengine generator selection if the battery is fully charged.
 12. Themethod set forth in claim 4, wherein the controller includes an energysource selection module configured to receive a motion signal indicativeof condenser fan motion to at least in-part determine a selection of theplurality of energy source selections.
 13. The method set forth in claim4, further comprising: selecting one of the plurality of energy sourceselections via a manual selection switch.
 14. The method set forth inclaim 13, wherein the manual selection switch includes an automaticselection position enabling the an energy source selectin module of thecontroller to select one of the plurality of energy source selectionsbase at least in-part on sensory input.
 15. A method of operating amultiple energy source of a transport refrigeration unit comprising:determining if a combustion engine generator is available to charge abattery by an energy source selection module stored and executed by acontroller; determining if the transport refrigeration unit is at idleby the energy source selection module if the combustion engine generatoris not available; electrically switching a condenser fan motor fromreceiving electrical power to a battery charging circuit if thetransport refrigeration unit is at idle; back-driving the condenser fanmotor via wind blowing through a condenser fan; and generatingelectrical power by the condenser fan motor to charge the battery of thetransport refrigeration unit via the battery charging circuit.
 16. Atransport refrigeration unit comprising: a battery; a combustion enginegenerator adapted to charge the battery; a renewable energy sourceadapted to charge the battery; a controller; a fuel level sensorconfigured to output a fuel level signal to the controller; and anenergy source selection module executed by the controller and configuredto select between the combustion engine generator and the renewableenergy source based at least in-part on the fuel level signal.
 17. Thetransport refrigeration unit set forth in claim 16, wherein therenewable energy source is a wind energy source.
 18. The transportrefrigeration unit set forth in claim 17, wherein the wind energy sourceincludes a condenser fan motor and a condenser fan adapted to drive thecondenser fan motor when exposed to wind.
 19. The transportrefrigeration unit set forth in claim 18, further comprising: a motionsensor configured to output a motion signal indicative of rotationalmotion of the condenser fan, wherein the energy source selection moduleis configured to utilize the motion signal when selecting between thecombustion engine generator and the wind energy source.